Brake for railway trains



Aug. 30, 1927. E. A. MOUTIER 1,641,092

BRAKE FOR RAILWAY TRAINS Aug. 30, 1927.

E. A. MOUTIER BRAKE FOR RAILWAY TRAINS Filed June 22. 1925 4Sheets-Sheet 2 (Ill/11111111 1927 E. A. MOUTIER BRAKE FDR RAILWAY TRAINSFiled June 22, 1925 4 Sheets-Shoot 3 Mb LU HI o a a a M 2 H MN \j21------ 5-1-2. K N lllllllllll MW" I ll z Aug. 30,1927. 1,641,092

E. A. MOUTIER BRAKE FOR RAILWAY TRAINS Filed June 22, 1925 4 Sheets-Shut4 III Patented Aug. 30, 1927.

TENT OFFICE.

ERNEST ALBERT llEOUT a r-R, OF PARIS, FRANCE.

BRAKE FGR RAILVJAY TRAINS.

Application filer: Tune 22, 1925, Serial No. 38,764, and in Austria July18, 1924.

My invention has for its object an improved braking system whichcomprises a single conduit extending throughout the length of the trainand \vhicn may utilize the whole range of pneumatic pressures from 0atmosphere to '10 atmospheres and above.

My said system corresponds to all the desired conditions of automatiaction, gradual 1O braking and release, proper proportions between thebrake pressure and the load of the wagon, either as a definitelyadjusted arrangement or as an automatic system. as may be desired.

All the elements of the brake may be employed separately, or a certainnumber may be employed in combination, with the known types of brakes,in order to improve their operating conditions.

My said braking system comprises a main portion which may be termed thenormal or standard brake. and which is in fact an automatic brake of thecompressed air type, with which is combined an infra-brake tune 1:3tioning at low pressure in the neighbourhood of kgs. per sq. cmv and asuper-brake actng upon a pressure of T to l() kgs. and above thegreatest pressure in general in the compressed air brakes, for example,the.

\Vcstinghouse air brake.

The 'f 'ollowing descri iition with reference to the appended drawingswhich are given by way of example set forth the braking system. theobject of the invention.

Fig. l is a general view of a locomotive, of its tender, and of a wagon.showing the general arrangement.

and 3 are respectively a front and a top view of the engine driverscabin with 0 the arrangement of the tubular conduits an! the cocks ofthe combination brake.

Fig. 4 shows a special double valve for distributing purposes, mountedon the locomotive.

Fig. 5 is a front view of the motor system constituting the infra-brakeand the normal brake actuating the rod and link gear, said motor systembeing suspended trom the frame of the wagon.

Fig. 6 shows the same motor system on a larger scale viewed from thetop, with the piping and connections.

Fig. 7 shows the arrangement of the superbrake which is secured to theframe of the wagon above one of the axles (viewed in a directionparallel to the axis of the vehicle axle).

Fig. 8 is a view. parallel with the axle, of tl said super-brake.

Fi 9 is a modification of the super-brake, viewed in a directionparallel to the axis of the vehicle axle, and comprising the devicepermitting to still further augment the degree of braking according tothe weight of the agon.

Fig. 10 i a lengthwise section of the selector de\ ice permitting thesuccessive or simultanecus action of pressures below or above oneatmosphere.

Fig. ll is a transverse section of the said selector adjacent thetubular portion of the general conduit.

Fig. 12 a transverse section of a transposition valve permitting actionupon the super-brake when there is sent into the general conduit apressure above what is re quired for the standard brake.

The standard brake consists of a compressed air brake oi the estinghousetype (in which there is disposed) along the whole length of the train ageneral conduit 1 connected with a compressed air cylinder termed themean pressure cylinder 2 which is supplied, upon the engine, by an airpump 3, and comprises below each vehicle a threeway cock 4, a brakecylinder 5 controlling the rod and link gear 6, and an intermediaterecipient 7 (Figs. 5, 6).

To the said standard brake is added on the one hand an infra-brake 8which is so designated because it utilizes pressures below atmosphericpressure, and on the other hand a super brake 9 (Figs. 7 and 8) so*alled because it operates under higher pres sures than those employedfor the usual compressed air brakes.

For the sake of clearness in the descrip tion, I will temporarily setaside the said super-brake. supposing that the changing cock. 10 (Fig.ti) is inoperative, and by cutting otl' the same by the closing cock 11which is mounted upon its conduit in order to place it out of thecircuit when desired.

The standard brake is combined with the infra-brake by the selector 12(Fig. 6), and this latter brake 8 consists of a vacuum cylinder whereofthe piston 13 is mounted in tandem upon a common rod it upon which ismounted the piston of the compressed air cylinder whereby the twopietona act in conjunction; the connection (3 for the rod and link gearof the brake shoes is common to both cylinders.

()n the main conduit l is inpowd the connecting: cock in norma tiOlltEtiona, the super-brain, being; inoperative (Fig. 12), the said cock co;nicwte through to with the selector 12 (171g. (3) which may be fun thcrconnected with the compressed air bialie cylinder by a conduit 17 whichmay be cut oil by a three-way cock l8.

In the Ft t lfil are compriaed three chambers (lig. l'f) an upperchamber it) and a lower chamber 20, whereof each lS of the movablediaphragm type with react on springs and a partit oned central chamb r21 containing two cocks whereof our 1;:5. nerves to connect through'l(3---thc main conduit with the conduit 23 ot' the tin ct way cocl; tol the standard conuiresaed ai brak and the other 24 connectsthroiu h Itthe main conduit with the chamber 25 communicating with the conduit 26proceeding to the vacuum cylinder of the infra-brake.

The two valves 22 and it of the central chamber of the selector 12 are.mounte l on the common rod '27. and the whole arrange merit in s ecuredto the diaphragm J of the upper chamber 19. the same being situatedopposite the diaphragm 39 of the lower chamber 20.

in the chamber 25 is disposed a check valve 30 which is held normallyopen by a rctiun spring 231; torwardly of Sill l valve is: dipo-ed thenozzle of the conduit 26 lez'ulinp; to the vaculun cylinder 8.

The conduit 526 communicates with an exhaunt recipient provided with aspherica clack valve 32 which prcvcnts all permanent prewure aboveatmospheric pressure in the vacuum cylinder. and eaid conduit furthercommunicates with a conduit 3;) which communicate: with the chan'iber 21under an atmospheric outlet 34'. A conduit 235 which may connecttogether the chambers 27 and 21. in one position of valve 236 and tovent. chamber to the atmoepluu'e in :n'iothc ])()f-ltii0l1 of saidvalve. The three conduitw Ill: and 53?) are aituated opposite the aliilevalve 236 which is c tintr-iillcd by the valve Ll. or what is the same.by means of a de'i mounted upon the rod 2? of the central meeianism oithe :elector.

It is herein auppoeed that the standard a brake set for ueual action andthat three-way cock I? "lobed and thus: cuts 01 the part of the conduit17 adjacent the riple valve & while on the contrary it atiords t1.exhaust outlet for the part of the said conduit which ccnmnmicates thro4h l? with the portion of the chamber i uated below the diaphragm Q9.

The pre urc produced by the t inc driver's three-way cock 37 (Fin; 2) thmain conduit 1 is some t kilo re. per at}. cm. This p ensure prevails inthe inlet chamber 21 ot the selector 12; the upper diaphragm 28compresses its; reaction wring; the (it the iwo vaivca 21' is raised andwith i and Qiaecured thereto. 1. r. t them the mam conduit throughtriple valve and to the u'itermcihatc L cut 7 of the standard hralte;the wh e place a' it nothing; had been chr .I'Ilhl brake. The lowervalve cloees the connection between vacuum cylinder.

hen the brakes; are thrown, thus rc-ghu in the preeeure in the mainconduit, the diaphragm 28 ot the upper chamber 19 will descend togetherwith the dev ce 27 ot the valves 22 and 24 which lirsit paiues throuehan. intermediate position in which the val e --l"lIl acccee through 33to the trip e valxc--and the valre 24-givingg access: o the vacuumcylinder--will be hoth open. i. e. at the same time: the conu uweed airexpanded to 9. kilogra. presnure, for inatance. proceeds through 23 inorder to act upon the triple valve no an to place the int r mediaterecipient '7 in comnuinica ioa (through 38. and W) with the chamla-r ofthe compremed air cylinder: and the pi ton 15 thus actuat'ea the brakeshoe throucl the rod and link gear {3; (7:) a part of thin air at kilogs. pressure will en e tlit'ouit'h Qt into the chan'iber preceding? theuum chamber wherein it will at nce drive the valve Ill) upon its scat.thus cuttirw otl' connection with This action is advantageous iuasmuchaait obviates all abrupt motion when throwing the brake. but it chiellyetl ecta a end-den drop in preesure in the ma n conduit. precipitati .g:the action of the triple valve trout oue ol the 'l'ollowine vchiclee.and o on. from one vehicle to the other. the action upon the lastvehicle being thus obtained in a much shorter t me than in the knownarrange ments.

As the central mechanisi'n 27 ot the selector continues to deaccndv thevalve 22 comea upon its seat and the communication 16 ot the mainconduit with the triple valve in entirely cut off through 23. the brakeremaining constantly in action. The communication of the main conduitcontinueeon the contrary to be established through Q l on the side ofthe vacuum as far as 26, at .which the pressure (which is always above 1kilog.) stops at the valve 30 of the conduit 26 of the vacuum cylinder.

The countenpressure air in the v cuum cylinder is made to communicatewith the exhaust through 33 and 3t. and this air will flow graduallyinto the atmoaphere through the valve box 32; the pressure of vac thebrake shoes under the action of the compressed air piston now increases.During this time the slide alve 86 has descended to the limit of itsdown stroke; it closes the exhaust conduit 31 by means of its loweredge. also cutting olt by means of its shell the conduit 33 and on thecontrary opening the conduit 35 which establishes a secont connect onbetween 21 and 26.

At this time the infra-brake may intervene. it being- SltPtlPOHttl uponthe standard b 'ake. ln tact. it by the use of the engine driver's valvell) (Fig. 3) the 'acuum is produced in the main conduit by connecting itwith a vacuum pump or an ejector ll actuated by a :-ici'\'o-11iotor-lr2. a vacuum w ll be produced in the chamber 21 ot' the selector 12 oteach vehicle. then through 2 as far as the chamber 23. and since thevalve 30 is actuated. the vacuum will proceed through 26 to the vacuumcylinder 6 ot the wagon; (the spher cal valve $12 is damn upon its seat,thus closing the exhau t) the piston 13 ot the brake cylinder isattracted by raison of the vacuum produced in the cylinder 8. therebymuch i! creasing the traction on the rod 14 of tie vehic e gear andhence the pressure upon the brake shoes. It the cross section ol' thevacuum cylinder is much greater than that of the compressed aircylinder. this pressure may increase in the ratio of 1 up to 2.

.\s it s not always desirable the braking ot certain v'a ons. of thosehavinpa small load and in the empty state. the double braking action maybe prevented and this is precisely the object of the conduit 17 whichconnects the lower chamber 20. provided with the diaphragm fill. of theselector 1:. through l-with the outlet of the triple valve. leading tothe brake c vlindcr..i. c. at a point at which the pressure is preciselythat of the cyl nder of the standard air bake and at which there willprevail precisely at positive pressure it the standard brake operate andon the contrary th atmospheric pressure. it this brake does not operateand is connected with the discharge.

l t the cock [8 upon this conduit 1? establishes the continuity of thesaid conduit, as soon as the stai'n'lard brake acts. the pressureproceeding through th triple valve to the intermediate recipient T ofthe cylinder a r lnahc It will also proc ed into the lower chamber 20conta ning the diaphragm :59 ot the selector 12. the diaphragm wll riseand abut rod 27 of the device actuating the valves 22 and 2 t and willprevent it from descending leaving solely in ope 'ation the standardcompressed air brake without the aid of the vacuum brake or infra-brakewhich will not come into action. even when the general conduit operateson a vacuum.

to augment and chiefly of the compi'e seal If on the contrary for anyreason such as leakage or other. the standard brake will not operate.there will be no pressure in the lower chamb r 20 of the selector; thefunctioning of the infra-brake by the vacuum will not be prevented. sothat braking will take place. In no case will there be a double braking.it. it is desired to thus prevent the same.

llut it was stated at the beginning. one. turns th arresting cock l8 inthe conduit 17 so as to cut off all connection, the two brakes. i. e.the standard brake and the infra-brake n-.a v always ope atesiniuhancously.

in consequence. tor the light wagons circulating empty. it wll salliceto turn the cock 18 into the position in which it atlords the continuityof the conduit. in order to avoid having an excessive braking". while onthe contrary. tor a loaded wagon. one will turn the said arresting cockso as to close the said conduit so that both brakes. i. e. the standardbrzkc and the infra-brake. .tlll operate simultaneously.

For the brake relea e. the engine drive:- closes the 'acuum cock ll).and sen lsthrough the cock 3? of the standard brakethe compre sed airtron: meat pressure tank 2 u the general conduit. his air enters at it;in o the central hamber 21 ot' the selector 12 of each wagon. andencounters the upper valve J1? which is closed and the lower valve 2twhich is open: it thus attains tlze valve St) at which it stops. sinceit drives the valve upon its teat. .\t this moment. the piston rod whichis common to t ac compressed air cylinder and the vacuum cylinder willcontinue to :ctuatc the rod and link gear.

But on the other hand. the diaphragm in which separates the chamber 21from the charnbc l9 will ri:- e.li'ltin;1the rod 2T which oses the valveopening: on the contrary the valve to permit the prersure in the generalconduit to proccctl to actuate the triple valve. and to till theintermediate compressed air tank and aho to place the correspondiu;power cylinder in the dis- -harne position.

The valve 24- has now closed. and with it the slide valve 36 hasascended. and it then places in communi ation (through l Ill) with theatmosphere the conduit coming from the vacuum cylinder The air entersthe vacuum cylinder ot' the int'r: brake. and the action on the ccmnmnpiston rod 4;. actuating the rod and; link gear (3. now cea es. Thedouhle l'i al'e ceases to act a together. and there wil be pronres. 0effect in this braking". Fhc normal condition is now obtained.

It should be noted that the infra-brake of the vacuum type constitutes adirect brake which is not likely to become exhausted when uponlonggradients, since one may continually supply it and control it power,at will.

Precise as concerns the steep gr dients, one may n'ing into action thesuper brake, which is also modifiable and cannot be exhausted. This iscomposed, for each vehicle. of an air cylinder 4 7 to 9) disposed abovea vehicle axle all to which is keyed a pulley of a certain diameter. Thepiston 9 of the cylinder terminates in a friction shoe 4-6 which ismaintained raised at some distance from the pulley. by a reactionspringl7, but which may bear upon it for braking purposes when it isimpelled by the compressed air entering the cylinder 43.

The air enters the cylinder =13 through a transposition valve 10 (Fig.12) when the pres re prod?" d in the general conduit by the mechanism bymeans of a cock l8 dis tinct from the normal cork 3T Q andS)---considcrably exceeds that which corre sponds. to the functioning);otthe standard brake (some 4 lens), i. e. a pressure of T to 10 liQS.for example; such a. pressure will in fact raise the lower cylindricalslide valve 49 of the transposition valve which cuts oil thecon'u'nunication with the triple lve of the standard brake by way of 16and on the contrary delivers air at high pressure into the cylinder ofthe superbrake which it placed (when in the inoperative position) on theexhaust by way of example of 52 and 51.

The compressed air at high pressure thus enters the cylinder 43 of thesuper-brake through a. spherical valve hm; which permits the entrance ofair to the cylinder but not the return in the opposite direction. ltwill follow that the cylinder might tend to slightly raise the body ofthe wagon. and for this reason l surround the axle with two prot ctingstraps Sl each of which comprises another brake shoe 55 at its lowerpart. so 2E5 to act if the aforesaid effect should be produced, and atall events, to limit the amount of the displacen'ient. This tendency tolifting" is not an inconvenience. but. a most valuable advantage, sinceit serves to increase the braking effect according: to the weight of thevehicle. ln order to utilize precisely its maximum etlect for thispurpose. l mount upon the vehicle axle. not a disk, but an eccentricmember 56. in such manner that at each revolution of the wheel, the airunder pressure contained in the cyl inder and forming an air cushionshall be compressed by the movement of the said le at the time when thepiston rises under the action of the eccentric and is thus given,various instants. at each revolution of the wheel, an excess ot pressurewhich depends upon the weight of the body of the wagon, slightly raised,and which will proportionally augment the braking.

When it is desired to eliminate the action of the super-brake it willsuflice that the engrine driver shall cut out the control cock 48; thetransposition valve 10 will then act, reopening the communication withthe selector for the functioning at the pressure of the standard brake,and at the same time the super-brake will return to the exhaust positionby way of the conduit 51.

It should he observed that for the functioning of all the parts of thesaid integral brake, there is mounted upon each vehicle of the entiretrain, but a single general con duit which communicates with the enginedrivers cocks, or with a single cock which instead of producing only thevarious pressures pertaining to the standard automatic ccinpressed airbrake, will have two additional positionsone connects the generalconduit with a vacuum pump or an ejector which a servounotor may actuatefor the functioning of the vacuum cylinder of the int'ra-ln-ake. and theother provides a. pressure above that of the normal brake, in order toactuate the super-brake.

The three conduits mounted 011 the loco motive (Fig. 53) 57 for highpressure; 58 for mean pressure; for pressures below 1 atmosphere,communicate with the single conduit l extending throughout the wholet'ain, through a double distributing valve whose function isself-evident and which may have widely varying dispositions.

The high pressure of the super-brake is supplied by a second compressedair tank 2 (at a pressure of over 7 k ts.) mounted on the locomotive anddistinct from the tank employed for the usual pressure (some it has.)which supplies the conduit for the functioning of the standard brake.

It is however not essential, for the compression of the air in the highpressure cylinder, to use a pump which is distinct from the pump whichsupplies the compressed air at some l kgs. for the low pressurecylinder. It. will in fact be sutlicient to supply the air from the pumponly to the low pressure cylinder, and to unite the two cylinders by aknown apparatus, termed pneumatic ram 63 (Fig. 1), so that when the lowpressure cylinder is tilled at its normal pressure, the said ram willact and will deliver the overflow of air into the high [)I'QrSlll'Gcylinder, until the latter will be tilled to the limit at its standardpressure which is higher than that of the other cylinder.

It will be understood that the infra-brake together with all of itsparts may be adapted to continuous brakes in such manner as to offer anaggregate which is suitably protected by an envelope or easing.

To recapitulate, the advantages offered by the brake, the object; of theinvention, are as follows:

It permits to augment the braking, even llf ill.

1 of an unexpected obstacle.

It ensures the progressive action of the braking and the release.

It offers a more rapid action upon the last wagons of the train.

It allows 0t proportioning, at will or automatically, the action of thebrake upon each wagon to the weight of the vehicle.

Obviously, the apparatus, infra-brake and super-brake, with theirelements, may be utilized separately and without reference to oneanother, for the improvements of the continuous brakes of the knowntypes.

IV hat I claim is 1. In an air-brake system, the combination withautomatic brake actuating means operating at intermediate air pressures;of an infra-brake operating at pressures below atiospheric pressure,said infra-brake com prising for each railway car a cylinder and apiston to produce an action substantially as strong as that of saidautomatic brake, means for connecting the cylinder of said infra-braketo the air line of the train and also controlling the automatic brake topermit the infra-brake to be operated on vacuum in the air line of thetrain.

2. In an air brake system, the combination with an automatic air brake;of an infra-brake operating at pressures below atmospheric pressure andcomprising a cylinder and a piston therein mechanically connected tosaid automatic brake, means connecting the cylinder of the infra-braketo the air line and controlling both brakes, the former for pressure andthe latter for vacuum.

3. In an air-brake system the combination with an automatic air brake;of an infrabrake operating on vacuum and comprising a cylinder and apiston therein, mechanism connecting the tWo brakes to the air line,said mechanism operating to apply the automatic brake by pressure airand hold the pressure therein While the infra-brake is 0perated onvacuum, or to operate the infrabrake alone.

4:. In an air brake system, the combination with an automatic air brakeoperating at mean pressures; of an infra-brake operating at pressuresbelow atmospheric pressure and comprising a cylinder, and a pistonmounted upon the piston rod of the automatic brake, means connecting theinfra-brake with the air line to the automatic brake and a super airbrake operating at pressures above those of the automatic brake, meansconnecting the super brake to the air line and a transposition valveincluded in the means connecting the automatic brake to the air line,said valve establishing communication with the super brake when thepressure in the air line increases.

5. In an air brake system, a main air brake and an infrabrake incombination with a selector comprising a chamber connected to the airline, a diaphragm-operated rod therein, two valves on said rod onecontrolling passage to the main brake and the other controlling theinfra-brake, a balanced valve between the infra-brake and the valvecontrolling the infra-brake, a non-return valve to vent said infra-braketo the atmosphere, a slide valve on said rod and controlling passagesbetween the front and rear of said balanced valve and said chamber and avent passage to the atmosphere.

6. In an air brake system, a main air brake and an infra-brake incombination with a selector comprising a chamber connected to the airline, diaphragm-operated rod therein, two valves on said rod, onecontrolling passage to the main brake and the other controlling theinfra-brake, a balanced valve between the infra-brake and the valvecontrolling the infra-brake, a non-return valve to vent said infra-braketo the atmosphere, a slide valve on said rod and controlling passagesbetween the front and rear of said balanced valve and said chamber and avent passage to the atmosphere, a diaphragm arranged when actuated toprevent the operation of said rod, and subject on one face to airpressure of said chamber and on the other face to a pipe conducting airto said main brake, a three-way valve in said pipe to vent it to theatmosphere and when so vented will prevent the actuation of saiddiaphragm and permit said rod to operate, whereby both brakes operate,and when said three-way valve is closed will cause the holding of saidrod and allow only the operation of the main brake.

7. In an air brake system, a main brake, an infra-brake operating atpressures below atmospheric pressure and producing substantially thesame braking effect as the main brake, means for successively connectingsaid brakes to the air line under successive conditions of positive andnegative pressures therein, and a super brake operating upon highpressures in the air line and comprising a cylinder connected to suchline, a cock to cut oil said super brake when desired, a piston and rodin said cylinder, a brake shoe on said rod, an excentric on a wheel axlewith which said shoe cooperates and means to prevent. the lifting of thecar when said brake is applied.

8. In an automatic air brake system, a main brake operating upon meanpressure lot air, an nfra-brake operating upon vacuum, means connectingthe infra-brake to line, a selector in said means to cause first theoperating of said main brake and thereafter saicti ire-brake when vacuumis sent to line.

9. In an automatic air brake system, 1:, main brake operated by mean airpressure, an infra-brake operated by vacuum; means connecting bothbrakes te iine, a selector to first set the main brake upon meanpressure in the 1ine, to'h01d said pressure and sett-ne infra-brake uponvacuum in the line, and super. brake connected to line and opeie at high)i-essnres, a transposition \ei've between the angle 13 eke and selectorto cut cfi' .i "ion th the latter and eennect (1 super brake directly toline.

In testimony that I claim the foregoing as my invention, I have signedmy name hereto.

ERNEST ALBERT MOUTIER.

